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Ramp operations
Published in Peter J. Bruce, Yi Gao, John M. C. King, Airline Operations, 2018
Personnel on the ramp are particularly vulnerable to lightning, with limited cover available and a variety of metal objects, including aircraft, to attract the lightning. In monitoring the position of thunderstorms, airport operators typically have a three-phased approach to operational stand-down to ensure all personnel in the ramp environment have opportunity to seek shelter prior to the arrival of lightning. A variety of methods are used to communicate the three phases to ramp personnel, including use of handheld radios, messaging on flight screens or through a lightning warning system installed around the ramp area.Phase 1 – Alert Phase – The Alert Phase is triggered when a storm with known lightning activity is within a specified distance from the airport, usually five to ten nautical miles. The Alert Phase is a monitoring phase, designed to alert personnel on the ramp that a shutdown of operations is possible.Phase 2 – Operational Shutdown – The shutdown phase begins when the storm is within five nautical miles and results in the cessation of all ramp activity, with personnel expected to seek shelter immediately. This includes passengers in the process of boarding or disembarking an aircraft. Furthermore, personnel using ground headset intercom systems with aircraft are required to cease using this method of communication, as the individual can act as a grounding point in the event lightning strikes the aircraft they are servicing.Phase 3 – Cancellation Phase – Once the storm has passed and is more than five nautical miles from the airport, operations can resume, but a monitoring phase is still in place in the event the storm changes direction.
Optimized aircraft disembarkation considering COVID-19 regulations
Published in Transportmetrica B: Transport Dynamics, 2022
The particular movement behaviour of pedestrians depends significantly on group constellations (e.g. friends or families) and impacts the self-organization capabilities of crowds (Moussaïd et al. 2010; Schultz et al. 2013; Zanlungo, Yücel, and Kanda 2019). Also in the context of passenger dynamics in the airport, it is an important fact that up to 70% of the tourists and 30% of the business passengers are traveling in groups (Schultz and Fricke 2011). Thus, group constellations are important to understand granular flow patterns during boarding and disembarkation (e.g. couples or families are not separated). Group behaviour may shorten the processing time since conflicts during the seating process are internally solved (Tang et al. 2018) and aircraft boarding by rows should be a recommended practice (Kierzkowski and Kisiel 2017). An approach of dynamically optimized boarding indicates that the boarding process benefits from the consideration of groups (Zeineddine 2017). Furthermore, less complex boarding strategies (e.g. random or block boarding) benefit more from the consideration of passenger groups (approx. 5% faster boarding), while seat-based strategies (separation of the window, middle, and aisle seats) lead to longer boarding times (Schultz 2018).
Methodology for defining the new optimum level of service in airport passenger terminals
Published in Transportation Planning and Technology, 2021
Lastly, we anticipate that the current boarding process will be simplified, or even possibly eliminated, in the future by the advancement of technologies that can shorten processing times (e.g. use of beacons, biometric technologies, and boarding passes on mobile devices). The impact of these advanced technologies on LOS or possible simplification of the boarding process needs to be further examined through a simulation of future airport terminals.
Social distancing in airplane seat assignments for passenger groups
Published in Transportmetrica B: Transport Dynamics, 2022
Mostafa Salari, R. John Milne, Camelia Delcea, Liviu-Adrian Cotfas
During the novel coronavirus outbreak context, the passenger group problem during airplane boarding has been addressed by (Schultz and Soolaki 2021). In this work, the authors consider a social distance of 1.6 m and have determined the value for the transmission risk. According to the authors, the consideration of the boarding groups will contribute to a faster boarding process when compared to a standard random boarding procedure.